US4383515A - Electronic fuel injection control system for an internal combustion engine - Google Patents

Electronic fuel injection control system for an internal combustion engine Download PDF

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US4383515A
US4383515A US06/244,227 US24422781A US4383515A US 4383515 A US4383515 A US 4383515A US 24422781 A US24422781 A US 24422781A US 4383515 A US4383515 A US 4383515A
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Prior art keywords
fuel
signal
engine
fuel injection
control system
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US06/244,227
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Kazuhiro Higashiyama
Katsumi Hosoya
Shyunichi Kadowaki
Tsuneomi Yano
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Assigned to NISSAN MOTOR COMPANY, LIMITED reassignment NISSAN MOTOR COMPANY, LIMITED ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: HIGASHIYAMA KAZUHIRO, HOSOYA KATSUMI, KADOWAKI SHYUNICHI, YANO TSUNEOMI
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F02D41/1443—Plural sensors with one sensor per cylinder or group of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an electronic fuel injection control system for an internal combustion engine, and more specifically to an electronic fuel injection control system using a single control unit that controls the quantity of injected fuel for an internal combustion engine having a plurality of cylinders arranged in two banks and having two corresponding exhaust manifolds of the type such as in a V-8 engine.
  • a feedback signal from an exhaust gas sensor (e.g., an oxygen sensor which senses and signals the concentration of oxygen in the exhaust gas from the engine to obtain an air-fuel mixture ratio of the fuel supplied to the engine) is inputted to the microcomputer where a correction coefficient ⁇ is calculated to correct the air-fuel mixture ratio to a stoichiometric air-fuel mixture ratio.
  • the basic fuel injection pulse width T p is multiplied by other correction coefficients COEF and the calculated result ⁇ to calculate the fuel injection time T i .
  • the calculated value T i is then set into the injection time register.
  • the start of injection for the in-line six cylinder engine of the present example is adapted to synchronize with a 360° signal produced by a pulse signal from a crank angle sensor comprising for example three magnetic heads and a waveform shaper for outputting a pulse each time the crankshaft rotates, in the above example, through 120°.
  • a 360° signal representing a single engine rotation is produced by means of a divider.
  • a counter starts counting the pulses generated during a fixed time interval and a microcomputer compares the counted value with the value in an injection time register of the control unit and stops the injection when the two values coincide.
  • the fuel injection pulse signal whose width corresponds to the fuel injection time, is respectively fed to a power transistor connected to a solenoid associated with a fuel injector. As the transistors are turned on and off, current flows through each solenoid in turn and the associated fuel injector valve is opened to distribute a fine spray of fuel into the corresponding engine combustion chamber.
  • the correction value for the air-fuel mixture ratio against a stoichiometric air-fuel mixture ratio may be different for each of the banks, that is, the required amount of fuel injection per revolution may vary between the right and left cylinder banks, the fuel injection time T i must be determined separately for the right cylinder banks and for the left cylinder banks. For this reason, separate control units, such as those used for the in-line cylinder type of engine, are provided for each of the two engine fuel injection control systems. Therefore the cost of these control units is doubled and mass production of the fuel injection control system may become uneconomical.
  • a fuel injection control system for an internal combustion engine comprising a means for calculating a basic amount of injected fuel for each revolution of the engine (T p ) for both banks of cylinders on the basis of an intake air flow rate (Q) and engine revolution speed (N), a means for calculating correction coefficients (COEF) on a basis of other engine operating parameters and two other correction coefficients ( ⁇ L and ⁇ R ) on a basis of the air-fuel mixture ratio for each of the two (left and right) banks of cylinders by means of feedback control and for additively combining these values with that of the basic amount of injected fuel (T p ⁇ COEF ⁇ L , T p ⁇ COEF ⁇ R , 1/2 ⁇ T p ⁇ COEF) according to the fuel requirement, a means for converting one of these numerical results (T i ) into a pulse signal of a corresponding width, a means for driving each of two groups of fuel injectors to open during an
  • FIG. 1 is a schematic diagram showing a conventional fuel injection control system for use in an internal combustion engine such as an in-line six-cylinder engine;
  • FIG. 2 is a general flowchart of a control unit of the conventional fuel injection control system shown in FIG. 1;
  • FIG. 3 is a schematic diagram of a fuel injection control system according to the present invention, applied to a V-type engine;
  • FIG. 4 is a schematic block diagram of a control unit of the fuel injection control system according to the present invention.
  • FIG. 5 is a flowchart of a fuel injection control system of the present invention showing arithmetic operations to calculate and output an fuel injection pulse and injection switching pulse;
  • FIGS. 6A and 6B are signal timing charts of a fuel injection control system according to the present invention shown in FIG. 3.
  • FIG. 1 there is depicted a schematic drawing of a conventional fuel injection control system for an internal combustion engine having one bank of cylinders such as an in-line six-cylinder engine.
  • Numeral 21 denotes an engine cylinder
  • numeral 22 denotes a crank angle sensor which senses the rotation angle of a disc plate.
  • the disc plate is attached to a crank pulley of the crankshaft, and has "teeth" for example every 4° along the circumferential surface thereof for outputting a pulse signal whose width corresponds to a 1° of rotation angle and has projections, for example every 120° along the same circumferential surface thereof for outputting a pulse signal whose period corresponds to a 120° of rotation angle.
  • Numeral 23 denotes an air-flow meter which measures an intake air flow rate
  • numeral 24 denotes fuel injectors each of which has an injection valve through which a controlled amount of fuel is injected to the engine cylinder 21
  • Numeral 25 denotes an exhaust gas sensor, e.g., an oxygen sensor which senses the concentration of oxygen in the exhaust gas in order to obtain the fuel-air ratio of the mixture which has been supplied to the engine cylinder 21.
  • Numeral 26 denotes a three-way catalytic converter for purifying harmful components such as nitrogen oxides (NO x ), carbon monoxide (CO), and hydrocarbon (HC) in the exhaust gas from the combustion chamber of the engine cylinder 21, and numeral 27 denotes a control unit which inputs signals from the air flow meter 23, the crank rotation angle sensor 22, and the oxygen sensor 25, and which performs arithmetic operations to determine the amount of fuel to be supplied to the engine cylinder 21 and which outputs a pulse signal whose width is proportional to the result of those arithmetic operations.
  • the fuel injectors 24 are energized by the pulse signal to permit the transmission of fuel therethrough in accordance with the pulse width of the output pulse signal.
  • the control unit 27 comprises a microcomputer which operates in accordance with a flowchart as shown in FIG. 2.
  • a correction coefficient ⁇ is calculated by which the basic fuel injection rate T p is multiplied and its result is set into an injection time register.
  • the start of injection is synchronized with a signal indicating that the crank has rotated through 360° (hereinafter referred to as a 360° signal) which is obtained by dividing a 120° signal obtained from the crank rotation angle sensor 22 (This signal is outputted whenever the crank has rotated through 120°).
  • a 360° signal a signal indicating that the crank has rotated through 360°
  • a counter starts counting a fixed frequency pulse signal whenever the 360° signal is inputted.
  • the contents of the counter are compared with the contents of the injection time register and when the two values coincide, the injection is stopped.
  • the electronic engine control system described above is designed to control the fuel injection of in-line engine, for example an in-line six-cylinder engine.
  • a fuel injection control system according to the present invention is now described with reference to FIGS. 3 through 6B.
  • FIG. 3 is a schematic diagram showing a fuel injection control system of a preferred embodiment according to the present invention for a V-8 engine having two exhaust manifolds, one for each of two banks of four cylinders, and two groups of fuel injectors, each group having one fuel injector for each cylinder of the bank.
  • Such a fuel injection control system can be applied equally to other V-type engines and also to opposed cylinder type engines having two cylinder banks and two exhaust manifolds.
  • numeral 1 denotes a V-8 engine.
  • Numeral 2 denotes a crank rotation angle sensor.
  • the crank angle sensor 2 detects the rotation on the teech and projections of the crank pulley mounted on the crankshaft of the V-8 engine 1 for producing two pulse trains: one pulse of one of the two pulse trains represents a crankshaft rotation of 1° (1° signal) and one pulse of the other pulse train represents a crankshaft rotation of 90° (90° signal), in other words, two of the pistons of the V-8 engine 1 have reached an upper dead point.
  • a pulse signal representing a crank rotation of 180° (hereinafter referred to as a 180° signal) is generated to serve as a timing signal for the start of injection.
  • Numeral 3 denotes the air flow meter positioned at upstream of an intake air passage 19 and may include a potentiometer for producing a first signal with a magnitude representing the intake air flow rate determined by an of opening degree of a flap thereof.
  • Numerals 4 and 4' denote two groups of fuel injectors, each having a variable open interval the (left group of fuel injectors are denominated 4 and right group of fuel injectors 4' as viewed facing the drawing).
  • Numeral 5 and 5' denote oxygen sensors, located in left and right exhaust manifolds 20 and 20', respectively, each of detects the concentration of oxygen in the exhaust gas from the corresponding bank of cylinders and which produces first and second feedback signals, representing the proportion of fuel to the intake air quantity injected within the cylinders of the corresponding bank when the intake fuel air-ratio is not stoichiometric.
  • Numerals 6 and 6' denote three-way catalytic converters, located at downstream of the left and right exhaust manifolds 20 and 20', respectively, for reducing noxious components NO x , CO, and HC in the exhaust gas when the air-fuel mixture ratio to each cylinder bank is maintained at a stoichiometric ratio.
  • Numeral 7 denotes a control unit.
  • the control unit 7 inputs signals representing various engine operating parameters, converts them into numerical values, representing nonlinear functions of the engine fuel requirement, and outputs a pulse signal having a width corresponding to a required amount of fuel per engine revolution, to the fuel injectors of each group 4 and 4'.
  • control unit 7 calculates the fuel injection amount (Q/N ⁇ Constant) required during each revolution of the engine from an engine speed signal N obtained through the crank angle sensor 2 and intake air flow rate Q obtained through the intake air flow meter 3. Furthermore, in order to promote more effective reactions in the three-way catalytic converters 6, and 6' more effectively the output signals (the first and second feedback signals) from both oxygen sensors 5 and 5' are fed back into the control unit 7 where the basic fuel injection rate (Q/N ⁇ Constant) is further multiplied by one of the correction coefficients ( ⁇ L or ⁇ R ) obtained on a basis of the first and second feedback signals to thereby correct the current air-fuel mixture ratio to approach a stoichiometric air-fuel mixture ratio in addition, other correction coefficients (COEF) obtained from other various engine operating parameters, e.g., cooling water temperature are used.
  • COEF correction coefficients
  • FIG. 4 illustrates a block diagram of a preferred embodiment in accordance to the present invention of a fuel injection control system for a V-8 engine 1.
  • numeral 8 denotes an analog-to-digital converter (hereinafter referred simply to as A/D converter).
  • the A/D converter 8 converts analog input signals from the various sensing means, each of which has a magnitude representing one of various engine operating parameters into corresponding numerical values in digital form.
  • the intake air flow rate (Q), the first and second feedback signals representing the deviation from a stoichiometric air-fuel mixture ratio (rich or lean) outputted by left and right oxygen sensors 5 and 5' may be converted to digital signals in the converter 8.
  • Numeral 9 denotes an engine speed counter which counts the number of 1° signals from the crank angle sensor 2 for a fixed interval of time determined by the open interval of a gate provided therein for producing a signal with a numerical value representing the number of engine revolutions (N) per time (rpm) (hereinafter second signal).
  • Numeral 10 denotes a microprocessor which performs arithmetic operations to obtain the fuel injection rate on the basis of the digital input signals; that is, counted pulses representing the number of revolutions per regular time interval (engine speed) (N), intake air flow rate (Q), and additively combining correction coefficients derived from, the air-fuel mixture ratio of each of the two engine cylinder banks.
  • Numeral 11 denotes an injection time register which temporarily stores the numerical result representing a fuel injection amount per one or one half engine revolution as calculated by the microprocessor 10.
  • Numeral 12 denotes a counter which counts regular pulses generated by a clock generator 13.
  • Numeral 14 denotes a comparator which compares the value of the injection time register 11 with that of the counter 12, and numeral 15 denotes a set-reset flip-flop (or, simply RS F/F) operated by the output from the comparator 14.
  • the injection time register 11, comparator 14, counter 12, and RS flip-flop 15 constitute a pulse converting circuit.
  • the microprocessor 10 inputs the following signals: the second signal representing engine revolution speed (N) per time obtained from the crank angle sensor 2, the first signal representing intake air flow rate (Q) obtained from the intake air-flow meter 3 via the A/D converter 8, the first and second feedback signals according to air-fuel mixture ratio from the oxygen sensors 5 and 5' via the A/D converter 8, and so on.
  • the microprocessor 10 performs arithmetic operations in a sequence as described in the flowchart of FIG. 5.
  • step P 1 the microprocessor 10 reads in the intake air flow rate Q.
  • step P 2 the microprocessor 10 compares the value Q with a predetermined value Q 0 corresponding to a predetermined intake air flow rate to check if the V-8 engine 1 is in a high load condition.
  • step P 3 the microprocessor 10 reads in the current value of the engine speed (N) from the engine speed counter 9.
  • step P 4 the microprocessor 10 performs arithmetic operations of the amount of basic fuel injection required for each engine revolution (T p ).
  • step P 5 various correction coefficients (COEF) are calculated to adjust the basic fuel injection rate (T p ) in accordance with other engine operating parameters (e.g., cooling water temperature in a water outlet, intake air temperature, etc.)
  • steps P 6 and P 6 ' the microprocessor 10 reads in the numerical values of the first and second feedback signals responsive to the air-fuel mixture ratio for each of the left and right cylinder banks.
  • step P 7 and step P 7 ' the microprocessor 10 calculates each of the mixture fuel correction coefficients ⁇ L and ⁇ R , on a basis of the corresponding air-fuel mixture ratio.
  • the air-fuel mixture ratio is required to be lower than a stoichiometric air-fuel mixture ratio (i.e. a richer mixture fuel is used).
  • the microprocessor 10 does not perform the correction of the basic fuel injection pulse width T p by the correction values ⁇ L and ⁇ R in such an equation as: ⁇ T p ⁇ COEF ⁇ ( ⁇ L or ⁇ R ) ⁇ . Therefore, in step P 8 the microprocessor 10 determines whether the correction by the correction values ⁇ L and ⁇ R should be carried out or not.
  • step P 9 the microprocessor 10 inputs a pulse signal representing whether the crankshaft has rotated through 180° (hereinafter referred simply to as a 180° signal) the 180° signal representing whether the engine has rotated through one half of an engine revolution.
  • step P 10 the microprocessor 10 determines determines whether the next fuel injection is for the left or right cylinder bank.
  • step P 11 the microprocessor 10 calculates the injection pulse width T i from the calculated basic injection pulse width T p , T i representing an interval of time during which the fuel injectors of each group are opened in synchronism with the 180° signal, and outputs one of three signals (tri-state logic) indicating that the fuel to be injected to either injectors 4 or 4' or to both groups of injectors 4 and 4', as the case may be.
  • T i representing an interval of time during which the fuel injectors of each group are opened in synchronism with the 180° signal
  • control unit 7 calculates the injection pulse width T i so as to open both groups of fuel injectors 4 and 4' in synchronism with the 180° signal, while the state of the switching signal is set to a high-impedance, as described below.
  • the injection pulse width T i is calculated independently for the left and right groups of fuel injectors 4 and 4' T i for the left group of fuel injectors 4 is combined with a correction coefficient value ⁇ L calculated from the first feedback signal of the left oxygen sensor 5, and T i for the right group of fuel injectors 4' is combined with correction coefficient value ⁇ R calculated from the second feedback signal of the right oxygen sensor 5'.
  • the microprocessor 10 outputs two states of the switching signals in synchronism with the 180° signal to the fuel injector driving means (the driving means comprises a DC power supply B and transistors Tr5 and Tr6 for the left or right group of fuel injectors respectively) so as to alternatingly open the left and right group fuel injectors 4 and 4'.
  • this data T i is converted to a corresponding actual pulse width of a constant amplitude by means of the injection time register 11, counter 12, clock 13, comparator 14, and R/S flip-flop 15 which constitute a pulse converting means as shown in FIG. 4.
  • the counter 12 is reset to zero and starts counting every time the 180° signal produced from the crank rotation angle sensor 2 is inputted.
  • the flip-flop 15 is set by the 180° signal at point A, and the Q terminal of the flip-flop 15 goes high to start the fuel injection.
  • a trigger pulse signal is fed from the comparator 14 to the R terminal of the R/S flip-flop 15 to reset the R/S F/F 15.
  • transistors Tr5 and Tr6 which constitute the driving means of the left and right group of fuel injectors 4 and 4' respectively are cut off to end the fuel injection.
  • an actual fuel injection pulse is created with a width corresponding to the numerical value T i obtained by the microprocessor 10.
  • An output terminal TM of the microprocessor 10 is connected to transistors Tr1 and Tr2 shown in FIG. 4 and provides one of the tri-state logic level signals: high level, low level, or high-impedance level signal (input impedance of the transistors Tr1 and Tr2 is substantially infinite).
  • Transistors Tr1 through Tr6 change their switching states as in the following table according to the tri-state logic level of the output terminal TM.
  • transistors Tr1 and Tr2 have different polarities; that is, Tr1 is PNP and Tr2 is NPN, the transistors Tr1 and Tr2 present different switching states (ON/OFF) from each other when the output terminal TM of the microprocessor 10 described above is turned to a high level or low level.
  • the output terminal TM of the microprocessor 10 is turned to, the so called, current interrupted state, so that the transistor Tr1 at first turns on and the base potential of transistor Tr2 rises to turn on.
  • the potential of points B and C in FIG. 4 is set low (provided that the point A is at a high level), and fuel injection via the left or right group of the fuel injectors 4 or 4' is performed during the low-level potential of point B or C, respectively.
  • each group of the fuel injectors 4 and 4' can supply fuel for a maximum of 180° (one half of engine revolution) of each 360° rotation of the crankshaft. Therefore if the maximum rate of fuel injection for each group of fuel injectors 4 and 4' is represented by t, then the maximum average injection rate for each engine rotation is t/2.
  • the fuel injection amount per unit time is approximately Q/N ⁇ Constant ⁇ N or Q ⁇ Constant.
  • the maximum average injection rate t/2 or Q ⁇ Constant is hereinafter denoted by the expression: Q o . It should be understood that the alternating mode of fuel injection cannot supply sufficient fuel when the current intake air flow rate Q exceeds Q o .
  • Transistors Tr5 and Tr6 in FIG. 4 operate simultaneously according to the signal level of point A and the left and right group of fuel injectors 4 and 4' are operated simultaneously, once for every 180° rotation of the crankshaft (one half of engine revolution).
  • a fuel injection control system for an internal combustion engine having two (left and right) banks of cylinders, two (left and right) groups of fuel injectors, each cylinder having a corresponding fuel injector with a variable open interval, and two exhaust manifolds, such as the V-8 engine in the preferred embodiment described hereinbefore.
  • Such fuel injection control system comprises: (1) the air flow meter 3 and A/D converter 8 constituting a first sensing means for producing a first signal with a numerical value representing an intake air flow rate (Q); (2) the crank rotation angle sensor 2 and engine speed counter constituting a second sensing means for producing a second signal with a numerical value representing the number of engine rotation per time (N); (3) the microprocessor 10 constituting a first and second calculating means and selectively switching means, the first calculating means obtaining a basic amount of fuel T p for one engine rotation, the second calculating means obtaining correction coefficients COEF, ⁇ L and ⁇ R to additively combine the coefficients COEF and either of ⁇ L and ⁇ R with the basic fuel injection rate T p according to the engine fuel requirement, the microprocessor and the selectively switching means providing one of a tri-state signal (high, low, or high-impedance) to a group of transistors Tr1, Tr2, Tr3, and Tr4 according to the engine fuel requirements so as to open either one or both of the two groups of fuel
  • control unit 7 is of such construction that it mass-produced inexpensively and compactly in the same way as the control units used in in-line type engines.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
US06/244,227 1980-03-18 1981-03-16 Electronic fuel injection control system for an internal combustion engine Expired - Lifetime US4383515A (en)

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JP55-34392 1980-03-18
JP3439280A JPS56129730A (en) 1980-03-18 1980-03-18 Fuel injection controlling system for internal combustion engine

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US4492195A (en) * 1982-09-16 1985-01-08 Nissan Motor Company, Limited Method of feedback controlling engine idle speed
US4493305A (en) * 1982-08-09 1985-01-15 Toyota Jidosha Kabushiki Kaisha Electronic fuel injecting method and device for internal combustion engine
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US4506646A (en) * 1981-07-08 1985-03-26 Hitachi, Ltd. Electronic controlled fuel injection system and injection timing control method therefor
US4523570A (en) * 1982-04-07 1985-06-18 Toyota Jidosha Kabushiki Kaisha Fuel injection control in internal combustion engine
US4528960A (en) * 1982-07-22 1985-07-16 Nippondenso Co., Ltd. Fuel injection mode control for multi-cylinder internal combustion engine
US4546746A (en) * 1983-09-03 1985-10-15 Honda Giken Kogyo Kabushiki Kaisha Injector for multicylinder internal combustion engines
US4561056A (en) * 1981-10-16 1985-12-24 Hitachi, Ltd. Electronic control apparatus for internal combustion engine
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US4984551A (en) * 1988-06-24 1991-01-15 Robert Bosch Gmbh Method and device for lambda control with a plurality of probes
US5003952A (en) * 1990-05-14 1991-04-02 Chrysler Corporation Sequential variable fuel injection
US5074113A (en) * 1989-06-23 1991-12-24 Toyota Jidosha Kabushiki Kaisha Air-fuel ratio control device of an internal combustion engine
US5126944A (en) * 1988-11-17 1992-06-30 Nec Corporation Data processing apparatus for producing in sequence pulses having variable width at output ports
GB2263984A (en) * 1992-02-05 1993-08-11 Fuji Heavy Ind Ltd I.c. engine optimum starting control system
US20040118377A1 (en) * 2002-12-19 2004-06-24 Bloms Jason K. Fuel allocation at idle or light engine load
US20090099753A1 (en) * 2005-08-23 2009-04-16 Toyota Jidosha Kabushiki Kaisha Engine Control Apparatus
US20130317727A1 (en) * 2012-05-24 2013-11-28 GM Global Technology Operations LLC Method and apparatus for controlling a diagnostic module for an exhaust gas sensor
US20150354484A1 (en) * 2013-01-09 2015-12-10 Cummins Ip, Inc. Thermal management control using limited bank operation
US20160138544A1 (en) * 2013-07-11 2016-05-19 Scania Cv Ab Method at fuel injection
US20160146143A1 (en) * 2014-11-21 2016-05-26 Denso Corporation Communication system, flow measuring device and control device
FR3107090A1 (fr) * 2020-02-07 2021-08-13 Centre National De La Recherche Scientifique Dispositif d’injection de carburant, moteur et procédé associé.
US20210344186A1 (en) * 2019-01-17 2021-11-04 Michael Schuler Actuating apparatus for triggering at least one pyrofuse, and energy storage device comprising a pyrofuse of this kind

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JPS58101242A (ja) * 1981-12-10 1983-06-16 Nissan Motor Co Ltd 内燃機関の空燃比制御装置
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US8924131B2 (en) * 2012-05-24 2014-12-30 GM Global Technology Operations LLC Method and apparatus for controlling a diagnostic module for an exhaust gas sensor
US10161325B2 (en) * 2013-01-09 2018-12-25 Cummins Ip, Inc. Thermal management control using limited bank operation
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US20160138544A1 (en) * 2013-07-11 2016-05-19 Scania Cv Ab Method at fuel injection
US9874189B2 (en) * 2013-07-11 2018-01-23 Scania Cv Ab Method of determining fuel injector opening degree
KR101877946B1 (ko) * 2013-07-11 2018-07-13 스카니아 씨브이 악티에볼라그 연료 분사 방법
US20160146143A1 (en) * 2014-11-21 2016-05-26 Denso Corporation Communication system, flow measuring device and control device
US10605189B2 (en) * 2014-11-21 2020-03-31 Denso Corporation Communication system, flow measuring device and control device
US20210344186A1 (en) * 2019-01-17 2021-11-04 Michael Schuler Actuating apparatus for triggering at least one pyrofuse, and energy storage device comprising a pyrofuse of this kind
US12034291B2 (en) * 2019-01-17 2024-07-09 Liebherr-Components Biberach Gmbh Actuating apparatus for triggering at least one pyrofuse, and energy storage device comprising a pyrofuse of this kind
FR3107090A1 (fr) * 2020-02-07 2021-08-13 Centre National De La Recherche Scientifique Dispositif d’injection de carburant, moteur et procédé associé.

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JPS63615B2 (enrdf_load_stackoverflow) 1988-01-07
JPS56129730A (en) 1981-10-12
DE3110562A1 (de) 1982-03-04

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